Internal-combustion engine.



PATENTEE JULYlQlQoE. A. E. GooDsPEEE.

INTERNAL ooMEUsEIoIE ENGINE.

APPLIOAIION FILED APB..8, 1905.

3 SHEETS-SHEET 1.

I PATENTBD JULY 311, i906.

A. B. GooDsPEED.

" vINTERML GoMBUsTIoN ENGINE.

APPLICATION EILEI) APR. 8, 1905.

3 SHEETS-SHEET 2.

Witnesss:

VPATEN'I'EI) JULY 31, 1906.

A. B. GOODSPEED.A INTERNAL GMBUSTION ENGINE.

APPLICATION FILED APB.. 8, 1905.

3 SHEETS-SHEET 3.

[2f/vena?? lUNITED sTATEs PATENT. OEEIOE. n V

y ARTHUR B. 'GooDsPEEn OE ROSEVILLE, NEW JERSEY, AssIGNoR To INDUSTRIALDEVELOPMENT COMPANY, `OE NEW YORK,l N. Y., A OORPORATTON OE NEW YORK. Ar

INTEENAL-OOMB'USTION ENGINE.

j I Patented. July 31, `*1906.-

" Applicata@ mea April a, 1905. sam No. 254,428.

To vall rwiz/m it may con/cern:

Be. it known 'that I, ARTHUR B. GOOD- i SPEED, a citizen ofthe UnitedStates, residing fence `being had to the accompanying draw-.

in Roseville, in the State of New Jersey, have `irl/vented .certain new'and useful' Improvements in Internal-Combustion Engines, of which thefollowing is a specification', referings, forming a parthereof.

This invention relates -to internal-combustion engines of the generaltype of that shown in yapplication for Letters Patent of theUnitedStates, Serial No. 202 ,720, filed April '12, 1 904. 'In theengine shown in that application provision was m'ade whereby no more airshould be admitted to the working cylinder from the auxiliary.compressor than was actually 'required under the conditions ofoperation; but this was accomplished by Inechanical means which acted tocontrol the movement of the auxiliary-compressor piston7 the inlet-valveof the primary compressor 'being' also controlled to regulate the supplyof air thereto.

Obviously such'means `Were effective for thepurpose; but the operationof the' mechanical devices employed consumed power, and work was putupon the primary compressor during the suctionstroke. n

l y It the object of this invention to provide means whereby' thequantity of air admitted shall be governed automatically according tothe requirements of the engine at the time.y

` and shall be constant under given conditions,

while the somewhat-complicated mechanical devices described insaidformer application Shallbel dispensed with and the powerconsumed inoperating the same shall be saved. yThepri'mary compressor by theapplication of the improved means is a so relieved ofthe Iwork ofsuction.' In accordance with the invention the auxiliary compressor ismade to discharge 4its air at any predetermined pressur'efinto tlle headof the primary compressor,

whereby the air compressed in thel auxiliary `'compressor in' excess ofthat which is used in the working cylinderfis not wasted by dislcharging into the atmosphere, but is made tov `do work in thefoperationof the engine, the

'energy whichvwas stored in the air during compression being thusconserved. At the same timethe primary-compressor piston is to afcorresponding extent relieved of the work of suction, and therarefaction-jof the airis avoided, cooling of the air taking'place theauxiliary compressor. A further object ofthe vide convenient ing theengine.

means for assisting in starting drawings, in 'whichfor purposesof'explanation and illustrati'onof the natureof the invention it isshown as embodied in an enin said former application.

' In the drawings', Figure 1 is a viewpartly in front elevation and,partly -in* vertical central section, of anfenginej to which thepres'-seen from the left hand in Fig. v1, and partly in 'vertical section. I"Fig. 3 is a-detail view 1n section and on a larger scale of the'inlet-valve showing the inlet-valve ofthe primar cornpressor .and thevalve for controlling t e connection between the primar compressor andtrunk-piston having an enlarged forward end B to fit thecompression-cylinder A', the pisside wallsof the crank-chamberA2.

The crank-chamber may bel provided with la suitable inlet-valve a and mabe connected by a duct-a with an air-in etport or cylinder A andarranged ltobe uncovered by thepiston B as' it approaches thelimitofvlts forward stroke. Ex v'austorts a3 are likewith the expansion oftheair admitted from ton being connected, as usual, by apitman C with thecrank C of the usual dividedcrankshaft C2, the latter having itsbearingsln the inventionis to pro- 6c: The lnven'tion will be more fullydescribed hereinafter with reference 'to the accompanygine of the typeof that shown and described i;

ent im rovementsv are applied.. Fig. 2 i's a view ol the same, partly ins ide elevation, as

of the auxiliary compressor.y Fig. 4 is adetail view in section and on alarger scale,

the reservoir. Fig'. 5 isv a etail view in section, on a still largerscale, of a portion of the Osen or illustration in the A" in tandemtherewith, and aclosed crank'- chamber A2.' 'The piston'B is an ordinaryi IOO portsv a2, formed in the Wall .df the Working wise providediinthewall o the working cyly inder and are arranged to be uncovered by thepiston as it approaches the limit of its stroke.

Air is admitted to the primary compressioncylinder A through a suitableinlet-valve a (shown in detail in Fig. 4) and is discharged therefrom byan outlet-valve a, which may be lncorporated in the same structure withthe inlet-va ve n.12, the outlet-valve 0,13 being connected, as by apipe d, with a reservoir D. The air is conducted from the reservoir Deither directly, as by a pipe d, or indirectly through cooling-coils andthejacket of the working cylinder, as described in said formerapplication, to the auxiliary compressorE, being admitted theretothrough a suitable check-valve d5. (Shown in detail in Fig. 3.)

As in the engine shown in said former application, the air, furthercompressed in the cylinder E, and the fuel-oil are admitted together tothe working cylinder through a suitable valve in the head thereof,(indicated a t K,) and the mixture of air and oil is vaporlzed andignited, burnin in the working cyllnder with a relatively s owcombustion, so that the pressure therein' under suitable Workingconditions does not rise above one hundred and iifty pounds. Theinlet-valve 1s controlled by suitable means fully described in saidformer application andnot necessary to be further described herein.

Itwil be understood that whatever air there may be in the auxiliarycompressor after the valve K has closed, but before the piston F of theauxiliary compressor has reached the limit of its compressing stroke,will be further compressed. Such air might be allowed to escapedirectlyinto the open air, in which case the ener yused in compressingthe air is wasted. l n said former application provision was made wherebthe stroke o the piston F mi ht be c'ontrolied, so that no more airshould e compressed than was actually used in the working cylinder. 'Inthe present case all of the mechanism necessary to accomplish the resultlast referred to is dispensed with and the air remaining in theauxiliary compressor after the valve K has closed is delivered to thevhead of the primary compressor A through a port e and pipe e', which isconnected with the head of the compression-cylinder E through a suitablerelief-valve e2. The latter may be of any suitable construction adaptedfor re ulation. As shown in detail in Fi 6 o the drawings, thevalve-plug e3 is hel to its seat by a spring e4. An adjusting-screw e5bears upon a cap e, which rests upon a spring e, so that the pressure atwhich the valve-plug e3 shall lift can be regulated.

As will be understood, the air from the auxiliary compressor E isadmitted to the primary compressor Al ata time when the piston B thereofis making its forward or suction stroke. As the air from the auxiliarycompressor expands into the primary compressor it cools the latter,preventing the rarefaction of the air therein, and relieves the piston Bof the work of suction, the inletvalve ax2 closin as the air is admittedunder pressure from t e auxiliary compressor. The operation, as will beobserved, is entirely automatic, the quantity of air admitted beingdetermined by the requirement of the conditions under which the engineis operating at the time and being constant under uniform conditions.The quantity of air compressed in the primary compressor duringthereturn stroke of the piston therein is always the same, and thequantity thereof which is actually used in the operation of the `engineafter further compression in the auxiliary compressor depends upon thecut-off of the engine. That which a ter further compression by theauxiliary compressor is not used is returned to the primary compressorin the manner described above. Provision is also made whereby theprimary compressioncylinder may receive air from the reservoir D whenthe engine is being started. For this purpose the valve am, whichnormally is opened by excess of pressure in the primar compressor A overthat in the reservoir and is closed and held closed by excess ofpressure in the reservoir D, is provided with a andle, as at a, by whichit can be opened from the outside, so that when it is desired to startthe engine, the tank D being filled with air under pressure, the valvea13 is opened to admit air from the reservoir to thecompression-cylinder A behind the piston B to. give it a forwardimpulse.

It will be understood that various changes in details of constructionand arrangement can be made without departing from the spirit of theinvention, which is not intended to be limited to the preciseconstruction and arrangement shown and described herein.

I claim as my invention- `1. In an internal-combustion engine, thecombination of a working cylinder and piston, a primary compressor, anauxiliary compressor receiving air from the primary cornpressor anddelivering air to the workin cylinder, and means whereby air may beehvered from the auxiliary compressor to the primary compressor,substantially as described.

2. In an internal-combustion engine, the combination of a workingcylinder and piston, a primary compressor, an auxiliary compressorreceiving a1r from the primary compressor and delivering air to theworking cylinder, and a connection, including a reliefvalve, from thehead end of the auxiliary compressor to the head end of the primarycompressor, substantially as described.

3. In an internal-combustion engine, the combination of a workingcylinder and piston, a primary compressor, an auxiliary comressor, aconnection, including a reservoir, between the primary compressor andthe auxiliary compressor, a connection between the auxiliaif compressorand the worki cylinder, an a connection, including a relie valve,between the auxiliar compressor and the primary compressor, sustantially as de. scribed. f Y

4. In an internal-,combustion engine, the combination of a workingcylinder and piston, a primary compressor, an auxiliary compresser, aconnection, including a checkvalve ,between the primary compressor andthe auxiliary com ressor, a connection, in'

cluding an inlet-va ve, between `the auxiliary compressor and theworking cylinder, and a connection, including a relief-valve, betweenltlieauxiliary compressor andthe primary compressor, substantially asdescribed.

5. In an internal-combustion engine, the

. combination of a Workin cylinder and a primary compression-cylin' erin tandem, pistons for said cylinders connected to movetoether, anauxiliary compressor, a connection, including a check-valve, between theprimary compression-cylinder and the auxiliary compressor, a connectionbetween the auxiliary compressor and the workin cylinder and aconnection, includinga relie valve, between the auxiliary compressor andthe primary compressor, substantially as described.

valve for the admission of fuel-oil and air, a

piston, a compression-c linder and piston, a

reservoir, a connection om -said reservoir to said workingcylinder-valve, a connection combination of a working cylinder aving afrom said compression-cylinder to'said reserfl f Voir, and a valve insaid connection normally opening under pressure from the compressioncylinder, substantially as described. Y

This s eciicati'on signed and witnessed this 5th ay o f April, 1905.

ARTHUR B, eoonsrnen.v

In presence ofd ANTHONY N; J-EsBERA, W'. B. GREELEY.

